Engine



M. RIESNER July 30, 1935.

ENGINE Filed Aug. 26, 1931 5 Sheets-Sheet l INVENTOR BY /h "-M.RiESNER..

M. RIESNER July 30, 1935.

ENGINE Filed Aug. 26, 1951 5 Sheets-Sheet 2 M Rj E5 N ER. INVENTOR ATTORNEY 5 Sheets-Sheet 3 M. RIESNER ENGINE Filed Aug. 26, 1931 W NW mud July 30, 1935.

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ENGINE Filed Aug. 26, 1931 5 Sheets-Sheet 5 Patented' July 30, 1935 PATENT OFFICE ENGINE Michael Riesner, Cincinnati, Ohio, assignor to Worthington Pump and Machinery Corporation, New York, N. Y., a corporation of Virginia Application August 26, 1931, Serial No. 559,394

8 Claims.

This invention relates to engines, and more particularly to means for maintaining the engine at a constant speed.

The object of the present invention is to provide in combination with an expander engine automatically operated control means for controlling the operation of the inlet valve of the engine, for maintaining the engine at a predetermined constant speed during operation.

More specifically, the present invention comprises governor control pressure operated means for regulating the movement of the inlet valve of the engine for controlling its speed of operation. 15 With these and other objects in view, as may appear from the accompanying specification, the invention consists of various features of construction and combination of parts, which will be first described in connection with the accompanying drawings, showing an engine of the preferred form embodying the invention, and the features forming the invention will be specifically pointed out in the claim.

In the drawings:

Fig. 1 is a longitudinal section through the improved engine.

Fig. 2 is a fragmentary sectional view of the engine, showing the speed regulating mechanism in end elevation, the section being taken substantially on the line 2-2 on Figure 1.

Fig. 3 is a fragmentary longitudinal section through the pressure operated and adjustable means for controlling operation of the inlet valve and taken on the line 3-3 of Fig, 2.

Fig. 4 is a section on the line 4-4 of Figure 3.

Fig. 5 is a section on the line 55 of Figure 3.

Fig. 6 is a fragmentary view showing the major part of the valve operating mechanism in top plan.

Fig. 7 is an enlarged fragmentary plan view of the pressure control means.

Fig. 8 is a diagrammatic view in section with the regulating valve positioned at right angles to its normal position, the section therethrough 45 being taken on the line 8-8 of Figure 7, while the section through the cylinder and piston is taken on the line 8A-8A.

Fig. 9 is a diagrammatic side elevation illustrating the floating carrier lever and rollers of 50 the valve gear shifted to provide intake valve contact clearance or lost motion.

Fig. 10 is a detail 'side elevation illustrating the exhaust valve operating means.

Referring more particularly to the drawings, 55 the improved expander engine comprises a cylinder I in which the piston 2 reciprocates. The piston 2 is connected by means of the piston rod 3 and suitable connecting rod 4 with the crank shaft 5 of the engine. The crank shaft 5 is supported in the usual approved type of bearing 6 5 carried by the framework 1.

The cylinder I has an inlet valve I0 through which the operating fluid enters the cylinder for operating the piston 2 and consequently the engine. The inlet valve l0 has a stem l l thereon 10 which projects outwardly through the cylinder head 8 and has a contact member l2 on its outer end. A spring I3 is provided for seating the inlet valve IO and holding it on its seat except during the intervals in the cycle of operation of the engine when operating fluid is admitted to the cylinder. The inlet valve I0 is unseated or opened by the rocking of a rocker arm I4 which carries an adjustable contact member 15 for engagement with the contact member I2. The arm i4 is pivoted intermediate its ends as shown at l6 and has an operating rod I! connected thereto. The operating rod I! has a contactbutton l8 on its forward end which is urged into engagement with the contact button l9 by the spring 2| so that the rod I1 is always in position to be moved or operated upon pivotal movement of the pivoted operating lever which carries the contact button I9. The rod I1 is guided in its reciprocatory movement by suitable bearings 22, 22. 30

The operating lever 20 is pivotally mounted upon a suitable pivot pin 23 mounted in the cam casing 24 and it has a concave cam surface 25 formed thereon which is engaged by a roller 26 carried by the arm 21. The arm 21 is in turn pivotally connected as shown at 28 to a bell crank 29 and its ends are bifurcated to accommodate connection with the bell crank 29 and to support in a housed manner the rollers 26 and 30. The roller 30 engages the periphery of the cam 3| which is mounted upon the crank shaft 5 of the engine, so that when the bulge 32 on the cam 3| engages the roller 30 the lever 20 will be rocked to open the inlet valve iii of the engine.

The bell crank 29 is pivotally mounted as shown at 33 and it has a rod 34 connected to its end remote from its connection with the lever 21, the latter being in the nature of a floating carrier lever. The bell crank 29 is adapted to be rocked upon its pivot by movement of the rod 34 for 50 moving the lever 21 which in turn adjusts the positions of the rollers 23 and 30 with respect to the arcuate cam surface 25 and the cam bulge 32 for the purpose of controlling the scope of movement of the inlet valve l0 and consequently 55 controlling the speed of operation of the engine I. In Figures 1 and 3 of the drawings, the rollers 26 and 39 are shown positioned to provide the maximum opening movement of the inlet valve l9 and at such times the contact members 2 and 5 are in engagement, so that as the roller 30 rides over the bulge 32 of the cam 3| the rod I1 is reciprocated and the valve ii! is opened its maximum distance.

The particular curvature of the lever surface 25 may vary according to the needs of the particular engine with which it is designed to operate. In this particular disclosure the surface 25 and particularly the lower portion thereof is substantially concentric with the dwell surface of the cam 3| and as the rollers 30 and 25, during adjustment movements of the lever 21, substantially retain their horizontally alined relation as shown in Figures 3 and 9, and since the cam dwell surface 3| being of lesser diameter recedes relatively faster than does the lever surface 25 the net effect is to provide an adjustment travel path for the rollers between said surfaces which gradually increases in effective width as the rollers move downwardly. Regardless of the curvature of the particular lever surface 25 this feature of providing a gradually widening or narrowing path of adjustment travel for the rollers. depending on the direction of movement thereof, is always maintained for reasons that soon will become obvious.

when the bell crank 29 is rocked to move the rollers 26 and 30 downwardly, the spring 2| urging the contact member i8 into engagement with the contact member |9 will rock the lever l4 and move the contact member |5 from the contact member i2 a distance proportionate to the distance through which the lever 20 moves in following and remaining in contact with the receding roller 26 and thus when the cam bulge 32 engages the roller 30 there will be a predetermined amount of lost motion of the rod l1 and rocker arm H to be taken up before the valve I0 is opened and consequently the valve will not open as great a distance as when the members are positioned to provide the maximum opening of the valve as shown in Figure 3. (See Fig. 9.) Further adjustment or movement of the rollers 25 and 30 along the arcuate cam surface 25 will accordingly increase the space between the contact members l2 and I5 and accordingly reduce the movement of the valve l0 proportionately slowing up the speed of operation of the engine.

The arcuate surface 25 is cut on the proper arc and so arranged relative to the cam bulge 32 that the valve will open at the same point in the cycle of operation of the engine at all times but its closing time will vary. This feature is made possible by reason of the variable lost motion clearance between the contact members I2 and I5 effected by shifting of the rollers 26 and 30 as diagrammatically indicated in Figure 9. with the rollers positioned as shown in Figure 3 no lost motion is provided and valve opening is effected immediately upon contact of cam hump 32 and roller 39 and cut oil does not occur until said hump disengages roller 30. However, when rollers are lowered, as shown in Figure 9, thereby providing lost motion clearance between contact members i2 and I5 actual valve movement doeshot occur until the lost motion has been taken up which necessarily follows an interval of contact between cam hump 32 and roller 30, and by the time this lost motion,has

been taken up and the valve movement actually begun the cam hump will be found always to have v travelled to the same point in its cycle and consequently the time of opening of the valve remains constant. The duration of valve opening varies however depending in each instance upon the amount of eifective cam hump remaining to contact with the roller 30 after the lost motion has been taken up, the hump surface effective for actual valve opening thus gradually decreasing as the rollers are adjusted lower and lower. The rod 34 may be moved manually if desired but in this particular showing I have disclosed pressure responsive means automatically controlled by the speed of the engine through the medium of the variable speed governor 4| The variable speed governor 4| is connected to the crank shaft 5 in any suitable approved manner such as by means of a chain or belt passing over the pulleys 42 and 43, and it is of the adjustable variable speed type which may be purchased on the open market, its regulating operation being controlled by means of the approved standard type of adjusting means indicated at 44 for setting it to control any predetermined speed of operation of the engine.

The variable speed governor 4| is connected by means of the bell crank 45 with the operating rod 45 of the pilot valve 41. This pilot valve 41 comprises a cylinder 48 in which two valve pistons or plungers 49 and 50 reciprocate for controlling the ports 5| and 52 respectively. The port 5| opens into a passage 53 which in turn opens into the inner or crank end of a cylinder 54, while the port 52 opens into a passage 55 which in turn opens into the outer or head end of the cylinder 54. Pressure fluid from any suitable source is admitted into the cylinder 48 of the pilot valve 41 through the intake port 56 thereof, so that when the valve rod 48 is operated by the governor to move the valve pistons 49 and 59 say for example to the left as viewed in Figure 8, the pressure fluid will be admitted into the cylinder 54 through the passage 53 and consequently move the piston 51 to the right. The piston 51 is suitably connected to the rod 34 so that when it is moved to the right end of the cylinder 54 the bell crank 29 will be operated to move the rollers 26 and 30 into the minimum valve moving position. When the plungers or pistons 49 and 50 are moved to the right, then the pressure fluid will be admitted through the port 55 into the cylinderand the piston 51 will be operated or moved to rock the bell crank 29 and move the rollers 26 and 30 into the maximum valve movin position as shown in Figure 3. The movement of the piston 51 is controlled by the movement of the valve pistons 49 and 59 which in turn are controlled by the variable speed governor 4|. When the valve pistons 49 and 50 are moved to open either of the passages 53 or 55 to the pressure fluid inlet, the other passage will be opened, through the ends of the cylinder 48, into either of the chambers 59 or 50 in the housing of the pilot valve 41, depending upon which of the passages is open to the pressure fluid. An exhaust port 6| is connected to the chamber 59 to permit the pressure fluid to escape from the cylinder 54 through a suitable exhaust pipe 52. A passage 53 connects the chambers 59 and GI! so as to permit the exhaust pressure fluid to pass from the chamber 50 into the chamber 59 and thence to exhaust.

The scope of movement or length of stroke of the piston 51 in one direction may be regulated by adjustment of the hand wheel 40 and the locking nut 84 which is operated by the hand wheel 65 and cooperates with the hand wheel 0. Suitable indicating means 66 are provided for indicating the limiting positions of the manually operated means for controlling the limits of movement of the piston 51.

The contact member I is adjustably carried by the rocker arm I4 so as to permit accurate adjustment thereof to provide the proper lost motion during the cycle of operation of the valves. In the drawings, the adjustment is shown as a screw 61 which has a nut 68 thereon for holding in the proper adjusted positions.

The exhaust valve of the engine may be of any approved form as operated by a rocker arm H. The rocker arm H has an operating rod I2 connected thereto which is maintained in contact with the contact button 13 by means of the spring I4. The contact button I3 is carried by suitable operating means 14 which is in turn operated by a cam 15 on the crank shaft 5.

Summing up, the present invention comprises an automatic mechanism for maintaining the engine at a constant speed during operation by regulating the scope of movement or the closing of the operating fluid inlet valve of the engine, flexibility of said movement or control being provided by the adjustment of the valve operating means, namely, by adjustment of the position of the rollers 26 and 30 with respect to the concave cam surface 25 and the cam bulge 32. The positions of these rollers 26 and 38 are in turn automatically controlled from the variable speed governor 4| through the medium of a pressure operated piston 51, the scope of movement of which may be regulated and controlled by the adjustment of the hand wheels 40 and 65.

It will be understood that the invention is not to be limited to the specific construction or arrangement of parts shown, but that they may be widely modified within the invention defined by the claims.

What is claimed is 1. In an engine, an inlet valve, means embodying a variable lost motion for operating said valve including a pivoted lever, a cam, said lever having a concave surface opposing said cam and forming therewith a receiving channel of varying width, and shiftable means interposed in said channel for engagement with the cam and the lever to impart movement from the former to the latter and serving when in the narrowest part of said channel to effect maximum valve opening and when in wider parts of said channel to effect lesser valve openings whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said shiftable means.

2. In an engine, an inlet valve, means havinga variable lost motion for operating said valve including a pivoted lever, a cam, said lever having a concave surface opposing said cam and forming therewith a receiving channel of varying width, shiftable means interposed in said channel for engagement with the cam and the lever to impart movement from the former to the latter and serving when in the narrowest part of said channel to effect maximum valve opening and when in wider parts of said channel to effect lesser valve openings whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said shiftable means, means to shift the shiftable means, and manually adjustable stop devices to control the zone of operapart movement from the former to the latter and serving when in the narrowest part of said channel to effect maximum valve opening and when in wider parts of said channel to effect lesser valve openings whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position ofsaid shiftable means, means including a longitudinally movable rod for shifting the shiftable member, and manually adjustable devices including a threaded stop and indicator sleeve to control the zone of operation of said shiftable means.

4. In an engine; an inlet valve and a stem therefor; a spring normally holding said valve closed; and valve actuating devices having a vari able lost motion including a rocker arm for engaging the stem to open said valve, an operating rod engaging said rocker arm, a cam, a pivoted lever having a surface opposing said cam and forming therewith a receiving channel of varying width, and shiftable means interposed in said channel; spring means holding the operating rod,

the pivoted lever, the shiftable means and the cam in mutual engagement, said shiftable means being efl'ective when in the narrowest part of the channel to provide for a minimum of lost motion in the valve actuating devices and a maximum of valve opening and when in the widest part of said channel to provide for a maximum of lost motion in the valve actuating devices and a minimum of valve opening whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said shiftable means.

5. In an engine, an inlet valve, a pivoted valve actuating lever, means having a variable lost motion to transmit movement from said lever to said valve, a rotary cam, and adjustable means between said cam and lever for operating the lever from the cam, said lever having a concave surface opposing said cam and forming therewith an adjustable means receiving channel of varying width, said adjustable means serving when in the narrowest part of said channel to provide for a minimum of lost motion in said movement transmitting means and maximum opening of the valve and when in the widest part of said channel to provide for a maximum of lost motion in said movement transmitting means and minimum opening of the valve whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said shiftable means, and means to adjust said adjustable means.

6. In an engine, an inlet valve, means having a variable lost motion for operating said valve including a pivoted lever, a rotary cam having a concentric dwell portion and a lever actuating projection, a floating carrier disposed between the cam and the lever and supporting thereon antifriction means constantly contacting said cam and lever to impart movement from the former to the latter, said lever having a concave surface opposed to said cam and bearing substantially concentric relation to the dwell portion of said cam and forming therewith a channel of varying width in which said anti-friction means is shiftable to serve when in the narrowest part or said channel to provide for a minimum of lost motion in said valve operating means and maximum opening of the valve and when in the widest part of said channel to provide for a maximum of such lost motion and a. minimum of valve opening whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said anti-friction means, and means to shift the floating carrier.

7. In an engine, an inlet valve, means having a variable lost motion for operating said valve including a pivoted lever, a rotary cam having a concentric dwell portion and a lever actuating projection, a floating carrier disposed between the cam and the lever and supporting thereon anti-friction means constantly contacting said cam and lever to impart movement from the former to the latter, said lever having a concave surface opposed to said cam and bearing substantially concentric relation to the dwell portion of said cam and forming therewith a channel of varying width in which said anti-friction means is shiftable to serve when in the narrowest part of said channel to provide for a minimum of lost motion in said valve operating means and maximum opening of the valve and when in the widest part of said channel to provide for a maximum of such lost motion and a minimum of valve opening whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said anti-friction means, means to shift the floating carrier, and manually adjustable stop devices to control the zone of shifting movement of said floating carrier.

8. In an engine, an inlet valve, means having a variable lost motion for operating said valve including a pivoted lever, a rotary cam having a concentric dwell portion and a lever actuating projection, a floating carrier disposed between the cam and the lever and supporting thereon anti- Iriction means constantly contacting said cam and lever to impart movement from the former to the latter, said lever having a concave surface opposed to said cam and bearing substantially concentric relation to the dwell portion of said cam and forming therewith a channel of varying width in which said anti-friction means is shiftable to serve when in the narrowest part 01 said channel to provide for a minimum of lost motion in said valve operating means and maximum opening of the valve and when in the widest part of said channel to provide for a maximum of such lost motion and a minimum of valve opening whereby the valve will always be opened at the same point in the engine cycle but its closing point will be varied in accordance with the position of said anti-friction means, means including a longitudinally movable rod for shifting the floating carrier, and manually adjustable devices including a threaded stop and indicator sleeve to control the zone of operation of said floating carrier.

MICHAEL RIESNER. 

